Combined automatic and straight air valve mechanism.



4 J A. 'ADAMS. COMBINED AUTOMAIJ C AND STRAIGHT AIR VALVE MECHANISM.

APPLICA-TION FILED man. 8.

Patented Feb. 27, 1917.-

citizen of the United States,

JOHN A.

' V COMBINED AUTOMATIC Ann To all whom it may concern vBe it known thatI, J OHN AbAlvrs,a residing at Nogales, inthe county of Santa-CruzandState of Arizona, have inventednewjand useful Improvements ingCombined'Auto'- matic and Straight I Air Yalve Mechanism,

V of [which the following is a specification.

pressure brakes,

This invention such as areusually operated by compressed air, and moreespecially to a-combined automatic and straight airdesigned for. use onbrake controlling valve V V and'ad-apted tobe op erated eitherautomatically by' freduction in the train brake pipe pressure and usingthe V auxiliary reservoir reserve air inj' the usual showing end andside elevations.

through the engineers Figure 1 isa way, or by'increasing the normaltrain brake I the locomotive direct to the brake cylinder, and itconsists in the combinations, constructions and arrangements hereindescrlbed and claimed.

One of the objects of my invention is to provide an improved combinedautomatic and straight airvalve mechanism for setting the brakes, eitherby reducingv or increasing the ,normaltrain brake pipe pressure brakevalve.

Another object of my invention is to provide an improved apparatus ,ofthe type described, whereby the brakes may be applied and released .orcontrolled at will, either'by the use of automatic or straight air,regardless or the weight or tonnage ofa car'or the difi'erent trainbrake L Other objects and advantages will appear pipe pressures.

in the following specificationandtheinovel features-of the. device willa be .particularly pointedout in theappended'claim.

My invention plication in whichvertical section through thedevice;

Fig. 2 -is a cross sect on, v ewalong the line 2'-2. of Fig. 1.

" Fig. 3is across section view along the line 8, 3"o Fig.

Fig. 4; is a plan view of the slide valve,

In my prior application filed an; 21,

4 1915, Serial Numberv 3,441, I, have shown the piston valve controlforastraight air applle cation, of the brakes. "lihepresent ,i'nvenSpecification of Letters Patent. 1

matic and straight the operationthereof,and only sof much of relatesinfgeneral to fluid V valve 5. Packing rings signed to control the air afrom the trainbr'ake pipe to the brake cyl- I pressure entering the.auxiliary reservoir through seepage. groove 'isillustrated in the acornV airtappilication 1s made, by increas ng the I panying drawing formingpart 10f ap-- view showing the icentral" rake cylinder,

reservoir air pressures through the seepage groove 14. Backing plugs 18'and 1 9 are; provided to hold the,

animus, or noeALns', Anizona, e men, aw:msnatas mems; 1:0 V ADAMSAIR'BnAKn co r nY,aconroen'rroivor nnw lvriixrop;

srnarenr Am .vAnvnpivrns l -Aivis vi. 1

Serial iv i'avss;

tion' is'ajn improvement on this ,valve in that the automatic andstraight air maybefap V I and the exhaust port 'g'ov'erned through-oneslide valve. In the followingspecification I will dee scribe completelythe novel combined autoair valve mechanism and the ordinary air brakemechanism which cooperates therewith as will: be "sufiicient for. a

and operation clear understandingof the use 'ofmy'invention.

iln carrylngout m i venao I provide a "secured to the body portion :inany 7 suitable manner. 7 Within the interior of the valve casing is apiston valve 3 ,designedito-operate the piston valve 'r'od4 whichcontrols the' slide 6 are provided for the piston valve. Theslide valve5'isfdepressure flowing inder-through cavity 7 when an increase over thenormal train bra-kegpipe pressure is made, WhlCh moves the plston valve3 from 1 its normal position and rqree the jslidejvalve to uncover aport 9" leading into a passage 10 and direct H straight airapplicationfof the brakes. At 13is shown an exhaustport normally openbut adapted" to be closed by either an increase or reduction ofairpressure in the train brake pipe.

shown a port which allows the'excess air 14, when'a straight train brakepipe pressure, to pass on to the thereby preventing anyoverchargeofpressure in the auxiliary reservoir which may be caused by increasingth'e train brake pipe pressure fora straight air applicationofltheabrakes. l

V At IG -Rand '17 V are shown two springs,

tion when the train brake pipe and aux liary V have equalize tothebralge' cylinder, for a r A feed groove 14 in the piston cylindercavity is provided tokeep' the auxiliary reservoir charged. At 15 is"which areprovided forthe purpose of mov- I a ing the piston valfvef3 toits normal posisprings in position. At 20 and 21 are shown two bushings,which are provided for the purpose of limiting the movement of springs16 and 17. At 22 is shown a slide valve spring to keep same properlyseated. Passage 23 is provided for the purpose .ofi' allowing the aircoming from the train brake pipe through cavity 7 to pass into pistonvalve cavity 24. At 25 is shown a port connecting the auxiliaryreservoir pressure with passage 10 leading to the brake cylinder, when areduction in the train brake pipe pressure is made for an automaticapplication of the brakes and it is also used to vent off the excess airpressure from the auxiliary reservoir through port 15 when. a straightair application of the brakes is made. It will thus be seen that anyincrease in the train brake pipe pressure above normal will move thepiston valve 3 and the slide valve 5 will cover the exhaust port 13 anduncover the port 9, admitting the straight air direct to the brakecylinder from cavity 7 through port 8 in slide valve into port 9 andpassage 10.

From the foregoing description of the various parts of the device, theoperation thereof may be readily understood. 7

To make an automatic service or emergency brake application with mycombined automatic and straight air valve, the engineer makes reductionin the normal train brake pipe air pressurein the usual way through theengineers valve. This permits the release of the air from the train lineside of piston valve cavity 24 through passage 23 and cavity 7; theauxiliary reservior air pressure then forces the piston valve to move inthe direction of spring 17 the slide valve 5 then covers the exhaustport 13 and uncovers port 25; the auxiliary reservoir .air pressure thenflows through passage 10 direct to. the brake cylinder which makes anautomatic application of the brakes, thexforce of the application beingcontrolled by the amount of reduction made through the engineers brakevalve.

To release the automatic application of the brakes, the engineerre-charges the train brake pipe, which forces the piston to uncover thefeed groove 14 andfallows the air to pass through the passages 26,27 and28 to the auxiliary reservoir. When the air pressure is again equalizedon both sides of thepiston valve 3 the spring 16 forces it to its normalposition and the slide valve port 12 uncovers the port 11 and exhaustport 13 releasing the air from the brake cylinder tothe atmosphere thusreleasing the brakes.

To make a straight air service or emergency brake application withmycombined automatic and straight air valve, the engineer increases thenormal train brake pipe pressure, cavity 7 being connected directly tothe train brake pipe, air passes from the sage 23 into the pipe throughcavity 7 and paspiston valve cylinder, where it forces the piston valve3 to move the slide valve 5 covering the exhaust port 18 and uncoveringthe port 9 which permits the air to flow into passage 10 and on to thebrake cylinder, thereby setting. or applying the brakes. I

The amount of increased air pressure added to the normal train brakepipe pressure as above described, to set the brake with'my combinedautomatic and straight air valve, also keeps the auxiliary reservoircharged through the seepage groove 14. The port 15 is arranged in theslide valve 5 to drain the excess air pressure accumulated in theauxiliary reservoir when making a straight air brake application and iscovered when the air pressure equalizes on both sides of the pistonvalve 3; the spring 16 moving the valve to its normal position coversthe port-9 and uncovers the exhaust port 13 in the casing when the trainbrake pipe pressure is reduced to normal through the engineers valve.This permits the release of the air from the brake cylinder to theatmosphere, thus releasing the brakes.

It will thus be seen that it'depends entirely on the amount of increasedair pressure which the engineer adds to the normal train brake pipepressure how hard the brakes are applied, as he has complete control andcan make either an automatic or straight air application of the brakesat will, by the use of the engineers brake valve on the engine. By theuse of my valve it is impossible to loose the braking power, since anyposition, other than running or lap positions of the engineers brakevalve will apply the brakes. I

By the use of my valve, the brakes can be train brake applied by boththe use of straight air and accident, such as the parting of a hoseconnection or the breaking of a train brake pipe. As is clearlyseen, theauxiliary reservoir is kept charged by the use of my valve. By the useof my valve using'straight air, the pressure in each brake cylinder willbe the same, whether the cylinder piston is set to travel five inches orten inches, for the reason that the increased air pressure ap plied tothe normal train brake pipe pres sure at the engine, is equallydistributed through my valve to the brake cylinders. This prevents to alarge extent, the parting or breaking in two of the train, as is now thecase very often with the present system 'ber and the auxiliaryreservoir,

fectly, regardless of the weight or tonnage of a car or the diil'erenttrain brake pipe pressures, and permits of a gradual control by usingeither automatic or straight air for a brake application.

Having now described my invention, what I claim as new and desire tosecure by Let ters Patent is In an air brake system, a combinedautomatic and straight air valve mechanism for controlling the brakes,comprising a casing provided with a main piston valve chamber, a pistonvalve disposed in said chamber, packing rings for said piston valve, apistion valve rod extending through said piston valve, a passage forestablishing communication between said main piston valve chama feedgroove in the wall of the casing around said piston valve when thelatter is moved from its normal position by an increase in the normaltrain brake pipe pressure, a cavity in the lower part of said valvecasing to receive a supply of compressed air, a passage in the wall ofthe casing connecting said cavity with the main piston valve chamber, apassage connectlng said cavity with the ports leading to the brakecylinder and means for establishing communication between the auxiliaryreservoir and the brake cylinder, said means comprising a slidevalve-operated by the movement of said piston valve by increasing orreducing the train brake pipe air pressure by the manipulation of theengineers brake valve, a port connecting the brake cylinder with theauxiliary reservoir air pressure normally covered and adapted to beuncovered when a reduction in the train brake pipe is made for anautomatic application of the brakes and means for con- Gopies of thispatent may be obtained for a passage in said slide valve, a portconnectthe exhaust port and establishing ing passage leading from thebrake cylinder to said slide valve, said port being normally covered andadapted to be uncovered by the movement of the piston valve when thetrain brake pipe normal pressure is increased for a V straight airapplication of the brakes, an exhaust port through the slide valveconnecting the passage leading from the brake cylinder to the atmospherenormally uncovered and adapted to be covered by the movement of thepiston valve, by either increasing or reducing the normal train brakepipe air pressure to make an automatic or straight air application ofthe brakes, springsfor moving the piston: valve to its normal positionwhen the air pressure is equalized on both sides, a port through slidevalve to vent auxiliary reservoir pressure to brake cylinder when astraight air application of the brakes is made, a cap for closing themain piston valve chamber, bushings for limiting the movement of springsand holding the piston valve in its normal position, for closing thespring cavity in" the cylinder cap and a backing plug to hold spring inposition with passage for air to the auxiliary reservoir.

In testimony whereof I aflix my signature in the presence of twowitnesses.

JOHN A. ADAMS.

five'cents each, by addressing the Commissioner of Iatents,

Washington, D. G.

a plug

